CN110901680A - Stabilizer device, in particular anti-roll stabilizer, for a rail vehicle - Google Patents
Stabilizer device, in particular anti-roll stabilizer, for a rail vehicle Download PDFInfo
- Publication number
- CN110901680A CN110901680A CN201910870220.2A CN201910870220A CN110901680A CN 110901680 A CN110901680 A CN 110901680A CN 201910870220 A CN201910870220 A CN 201910870220A CN 110901680 A CN110901680 A CN 110901680A
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- Prior art keywords
- stabilizer device
- coupling
- shaft body
- stabilizer
- hinge
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- 239000003381 stabilizer Substances 0.000 title claims abstract description 55
- 230000008878 coupling Effects 0.000 claims abstract description 77
- 238000010168 coupling process Methods 0.000 claims abstract description 77
- 238000005859 coupling reaction Methods 0.000 claims abstract description 77
- 230000033001 locomotion Effects 0.000 claims description 24
- 238000013016 damping Methods 0.000 claims description 15
- 230000000295 complement effect Effects 0.000 claims description 4
- 229920001971 elastomer Polymers 0.000 claims description 4
- 230000007246 mechanism Effects 0.000 claims description 3
- 239000000806 elastomer Substances 0.000 claims description 2
- 239000000463 material Substances 0.000 claims description 2
- 238000002360 preparation method Methods 0.000 claims 1
- 238000005096 rolling process Methods 0.000 description 7
- 239000012530 fluid Substances 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 230000005489 elastic deformation Effects 0.000 description 3
- 230000006641 stabilisation Effects 0.000 description 3
- 238000011105 stabilization Methods 0.000 description 3
- 238000010276 construction Methods 0.000 description 2
- 238000011161 development Methods 0.000 description 2
- 230000018109 developmental process Effects 0.000 description 2
- 238000012423 maintenance Methods 0.000 description 2
- 238000007789 sealing Methods 0.000 description 2
- 230000007704 transition Effects 0.000 description 2
- 230000015572 biosynthetic process Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000007373 indentation Methods 0.000 description 1
- 230000021715 photosynthesis, light harvesting Effects 0.000 description 1
- 230000002028 premature Effects 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G5/00—Couplings for special purposes not otherwise provided for
- B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
- Pivots And Pivotal Connections (AREA)
Abstract
The invention relates to a stabilizer arrangement (1) for arrangement between a first car (10) and a second car (11) of a vehicle, in particular for an anti-roll stabilizer arranged in the roof region between the cars (10, 11) of a rail vehicle, having a first fixing body (12) for arrangement on the first car (11) and a second fixing body (13) for arrangement on the second car (10), and having a coupling element (14) with which the two fixing bodies (12, 13) are coupled to one another, the fixing bodies (12, 13) having a flange portion (15) for arrangement on the cars (10, 11) and a coupling portion (16) for receiving the coupling element (14), the flange portion (15) and the coupling portion (16) being connected to one another by means of a swivel joint (17).
Description
Technical Field
The invention relates to a stabilizer device for arrangement between two carriages of a vehicle, in particular to an anti-roll or anti-pitch stabilizer for arrangement in the roof region between the carriages of a rail vehicle, having a first fixing body for arrangement on a first carriage and a second fixing body for arrangement on a second carriage, and having a coupling element with which the two fixing bodies are coupled to one another and with which the two carriages are also coupled to one another as a result.
Background
Document EP 2765050B 1 discloses a stabilizer device for arrangement between two cars of a rail vehicle, which stabilizer device has a fixing body for arrangement on the respective car. Between the fixed bodies, coupling elements are arranged, by means of which the fixed bodies and thus the cars are connected to one another, in order to damp, limit and/or at least reduce rolling movements, but also pitching movements, between the cars.
In order to obtain a spring effect in the stabilizer device with an increased force upon movement between the cars, the fixing body is formed by a leaf spring, and upon a roll movement between the cars, an elastic deformation is induced in the leaf spring, whereby a desired vibration damping and/or stabilizer effect is obtained. In order to additionally damp rolling movements between the vehicle compartments, in addition to the leaf springs, damping elements are arranged which extend between an elbow part arranged on the vehicle compartment and the fastening body in the connecting region to the coupling elements and produce elastic deformations in the leaf springs, so that these can be additionally damped by one or more dampers.
These previously known spring damper mechanisms for forming stabilizer devices cause increased maintenance costs, since the dampers are designed as fluid dampers and have to be replaced regularly. If the entry path and the exit path of the vibration damper are fully utilized, a stop is produced within the vibration damper, which, although desirable for a stabilization device, disadvantageously occurs in the vibration damper and thus additionally causes wear of the vibration damper.
What is desired is a cost-effective, wear-minimizing stabilizer device design which should be used, in particular, to damp vibrations and thus reduce rolling movements between the carriages of a rail vehicle. The stabilizer device is necessary in particular because the hinge bearing arranged on the underside between the cars must absorb all the forces which occur between the cars both in the radial direction and in the axial direction. In order to damp and limit the rotation of the hinge bearings when roll motions occur between the cars, stabilizer devices are unavoidable, in which pitch motions between the cars can also be damped in addition to the roll motions.
Disclosure of Invention
The object of the invention is to improve a stabilizer device for arrangement between two carriages of a rail vehicle, and the stabilizer device should be designed maintenance-free and cost-effective. In particular, the arrangement of fluid dampers should be avoided and the stops of the stabilizer device for limiting the roll movement should be designed to be as strong/robust as possible.
The object is achieved on the basis of a stabilizer device according to the preamble of claim 1 in combination with its features. Advantageous developments of the invention are specified in the dependent claims.
The invention comprises the technical teaching that the mobile body has a flange for arrangement on the vehicle cabin and a coupling for receiving and connecting a coupling element, wherein the flange and the coupling are connected to each other by means of a rotary joint.
The essential idea of the invention is that the rotary joint is arranged as a component of the fixed body and that the fixed body is designed in two parts, namely on the one hand with a flange part for arrangement on the vehicle cabin and on the other hand with a coupling part for arrangement on the coupling element. If a rotary joint is provided according to the invention between the flange part and the coupling part, the rotary joint can be designed with a predeterminable elastic buckling capacity (nachgiegbeit) and preferably also with a stop, so that the function of building up forces in the rotary joint by means of a rolling movement can be achieved. Furthermore, it is advantageously possible to implement the function of a stop in the rotary joint and to dispense with a fluid damper.
A stabilizer device with such a very robust design is thus obtained, and the arrangement of the rotary joint as a component of the fixed body makes it possible to implement the function of movability and thus force buildup between the carriages by a rolling movement and the formation of a stop already inside the rotary joint. The stabilizer device formed in this way can be manufactured in a maintenance-free, robust and cost-effective manner and can be arranged in a simple manner in particular in the upper transition region between two cars of a rail vehicle. The stabilizer device according to the invention can also be designed for a rail vehicle having at least two carriages.
It is particularly advantageous if the rotary joint has damping means. The damping part serves to generate an elastic buckling capacity during the rotational movement of the flange part relative to the coupling part, wherein the damping part can also form the rotational joint itself. In particular, the damping means may comprise an elastic element, for example a rubber material, a green body and/or an elastomer, suitable for use as an elastic element.
A further advantage is that the rotary joint has a hinge axis, which runs transversely to the longitudinal axis of the coupling element. The rotary shaft here forms a shaft/axis about which the coupling part can rotate relative to the flange part. If the longitudinal axis of the coupling element extends, for example, horizontally between the carriages of the rail vehicle transversely to the direction of travel, the hinge axis can extend vertically in the swivel joint of the stationary body. The longitudinal axis, which is located in the coupling element itself and which indicates the axis of extension of the coupling element, does not have to have an intersection with the hinge axis, in particular because the coupling element is connected to an end face of the coupling part, which is formed opposite the end face of the rotary hinge, on which the coupling part is likewise integrated.
A further advantage is that the coupling elements are movably connected to the respective coupling parts of the fixed body by means of coupling hinges. The coupling joint is in particular designed as a ball joint, so that the coupling element has, for example, on both end sides, a coupling joint to which the respective coupling section of the fastening body is connected in a ball joint manner.
A further advantage is formed if the coupling element is designed to be length-adjustable. An adjustment of the stabilizer device can thus be effected, for example for adjusting the zero position of the carriages of the rail vehicle relative to one another. The length adjustment of the coupling element can be realized here, for example, by a thread arrangement. In particular, the coupling element has a threaded rod for this purpose, wherein the threaded rod comprises a first threaded region with left-hand threads and an opposite second threaded region with right-hand threads, and the end element of the coupling element is screwed onto the threaded region.
According to an advantageous development of the stabilizer device, the rotary joint further has a sleeve body and a shaft body, wherein an elastic element forming a damping means is arranged between the sleeve body and the shaft body. The sleeve body may be formed integrally with the coupling portion, and it is also contemplated that the shaft body is formed integrally with the flange portion. It is particularly advantageous if the sleeve body is fixedly received in the coupling portion and the shaft body is fixedly received in the flange portion, so that the sleeve body and the shaft body are both designed as respective individual elements and are connected to one another by means of the spring element. The rotary joint can however also be arranged releasably on the coupling part and the flange part, for example the rotary joint can be pressed into the coupling part, so that the rotary joint can be replaced during maintenance. The releasable arrangement of the rotary joint in the coupling part can transmit the forces occurring.
The rotary joint is advantageously formed in such a way that a rotation limitation is provided between the sleeve body and the shaft body, so that the articulated rotary movement of the coupling part to the flange part is limited to a predefinable angular range. For example, the rotation limiting element has at least one projection which is formed on the sleeve body and points inward in the direction of the shaft body, which projection projects into at least one recess provided in the shaft body, wherein the recess is designed to be wider in the circumferential direction than the width of the projection. The desired maximum rotational movement can be adjusted by the gap size in the circumferential direction between the projection and the recess. The maximum desired roll angle between the two cars can thus be set in particular.
The rotation limiter integrated in the hinge is very strongly designed with projections and indentations and can transmit large forces. The following advantages result in particular: the forces occurring in the stop of the rotation limiter between the coupling part and the flange part do not have to be transmitted via the spring element, so that premature fatigue or damage of the spring element and thus of the damping part also does not occur in the stop of the rotation limiter.
In particular, it is advantageous if the rotation limiting element is mounted above the sleeve body and the shaft body in each case at diametrically opposite positions, and the projection rests in the inside of the recess, so that the abutment at the diametrically opposite positions is achieved in such a way that finally no transverse forces or other moments are introduced into the rotary joint.
An advantageous embodiment of the flange part provides that the flange part is fork-shaped and receives the shaft body in the hinge axis between the two fork leg sections of the flange part. The fork leg can have a receiving opening of non-circular design for receiving the shaft body, into which a receiving pin designed on the shaft body is inserted, which receiving pin is designed complementary to the receiving opening of non-circular design, so that the shaft body is prevented from rotating about the hinge axis. Non-circular designs may, for example, be elliptical, polygonal or other designs.
Finally, it is provided that the at least one elastic element is vulcanized to the at least one circumferential section in the circumferential gap between the sleeve body and the shaft body. It is thereby achieved that the elastic element adheres to the outside of the shaft body and to the inside of the sleeve body, which adheres so strongly that large torques can be transmitted between the flange part and the coupling part.
Drawings
Further measures for improving the invention are shown in detail below with the aid of a description of a preferred embodiment of the invention and on the basis of the drawings. The figures show that:
figure 1 shows a perspective view of a stabilizer device arranged between two cars of a rail vehicle,
figure 2 shows a perspective view of a component of a stationary body as part of a stabilizer device in a mobile manner,
figure 3 shows a perspective view of a rotating hinge of a fixed body of a stabilizer device having the characteristics of the invention,
figure 4 shows a cross-sectional view in the axial direction of the rotating hinge according to figure 3,
fig. 5a, 5b show an exploded view and an assembled view of the coupling element of the stabilizer device.
List of reference numerals:
1 stabilizer device
10 carriage
11 carriage
12 fixed body
13 fixed body
14 coupling element
15 flange part
15a fork leg
15b fork leg
16 coupling part
17 rotating hinge
18 damping component
19 elastic element
20 hinge axis
21 longitudinal axis
22 sleeve body
23 shaft body
24 rotation limiter
25 projection
26 gap
27 receiving opening
28 receiving the bolt
29 cover element
30 screw element
31 sealing element
32 coupling hinge
33 threaded rod
34a first threaded region
34b second threaded region
35 end element
36 hinge pin
37 locking nut
Detailed Description
Fig. 1 shows a stabilizer device 1 in a perspective view, which is arranged between two carriages 10 and 11 of a rail vehicle. The arrangement of the stabilizer device 1 is here preferably located in the top region of the transition between the cars 10 and 11 and is fixed on the respective end sides of the cars 10, 11.
In order to achieve its fixation, the stabilizer device 1 has a first fixing body 12 for arrangement on the first car 11 and a second fixing body 13, for example of identical construction, for arrangement on the second car 10. A coupling element 14 extends between the two fixing bodies 12 and 13, by means of which the two fixing bodies 12 and 13 are hingedly coupled to one another. The coupling of the coupling elements to the fastening bodies 12 and 13 is effected by means of a coupling joint 32, which is designed as a ball joint. Thus, the cars 10 and 11 can perform both the rolling movement and the pitching and turning movement relative to each other, wherein the lateral/misalignment movement of the cars 10 and 11 can also be achieved, while this does not cause excessive tension in the stabilizer apparatus 1.
The roll movement of the cars 10 and 11 relative to one another and their relative movement take place in the longitudinal axis 21 of the coupling element 14, whereby a substantial stabilization of the cars 10 and 11 relative to one another is achieved, and wherein a stabilization of the pitch movement of the cars 10, 11 relative to one another is also possible within certain limits with the stabilizer device 1.
The fixed bodies 12 and 13 are designed as a plurality of parts and have flange portions 15 for arrangement on the respective car 10, 11 and coupling portions 16 for connecting the coupling elements 14. A rotating hinge 17 is provided between the flange portion 15 and the coupling portion 16. The respective pivot joint 17 of the two fixed bodies 12, 13 has a hinge axis 20 which is designed with a course transverse to the longitudinal axis 21 of the coupling element. In particular, the hinge axis 20 extends in a vertical direction.
Fig. 2 shows a perspective view of the fixing bodies 12, 13 in the uninstalled arrangement, the fixing bodies 12, 13 having fork legs 15a and 15b, which are designed, for example, as angle plates, between which an axle body 23 is received. The coupling portion 16 is designed with a large receiving hole through which the shaft body 23 extends.
The axle body 23 has a receiving pin 28 on its respective axial end side, the receiving pin 28 being inserted into a receiving opening 27 which is formed in the fork legs 15a and 15 b. The receiving opening 27 has a non-circular contour, and the receiving pin 28 is likewise of non-circular design, complementary to the non-circular contour, in such a way that the shaft body 23 is prevented from rotating in the receiving opening 27 when the receiving pin 28 is inserted into the receiving opening 27. The receiving opening 27 and the receiving pin 28 are, for example, designed in an egg-shaped or oval shape.
In order to fix the shaft body 23 in the arrangement of the fork leg parts 15a, 15b, a cover element 29 is provided, which is screwed axially with screw elements 30 onto the respective fork leg parts 15a and 15b and the shaft body 23, wherein a sealing element 31 is also arranged between the cover element 29 and the side faces of the fork leg parts 15a, 15 b.
A rotary joint 17, which is shown in detail in a perspective view in fig. 3 and in a sectional view in fig. 4, is formed between the coupling part 16 and the shaft body 23.
The pivot joint 17 is formed by a sleeve body 22 and a shaft body 23, wherein the shaft body 23 extends through the sleeve body 22. The elastic element 19 is inserted, in particular vulcanized, into the circumferential radial gap formed in this way between the sleeve body 22 and the shaft body 23, and can rotate relative to the shaft body 23 about the hinge axis 20 under elastic deformation of the elastic element 19 when a torsional force is applied to the sleeve body 22.
The spring element 19 forms the damping element 18, the greater the angle of rotation of the sleeve body 22 relative to the shaft body 23 in the hinge axis 20, the greater the rotational force which has to be applied for further rotation.
To limit the rotation of the sleeve body 22 on the shaft body 23 about the hinge axis 20, diametrically opposite rotation limiting elements 24 are used. The rotation limiting element 24 has a projection 25 which projects radially inward into the circumferential gap, the projection 25 being designed so deeply that it projects into a recess 26 which is formed in a position complementary to the arrangement of the projection 25 in the shaft body 23, for example as a longitudinal groove on the outer circumference. If a rotation of the sleeve body 22 relative to the shaft body 23 is initiated, the flanks of the projections 25 reach the side walls of the recesses 26 at a defined rotation angle, as a result of which a fixed body stop is obtained in the circumferential direction between the sleeve body 22 and the shaft body 23. The size of the gap in the circumferential direction between the projection 25 and the recess 26 defines the maximum rotational movement before it reaches the fixing body stop. By the radially opposing arrangement of the rotation limiting elements 24, rotational stresses can be built up between the sleeve body 22 and the shaft body 23 without generating tilting moments or the like.
Fig. 5a and 5b show the coupling element 14 in an exploded view and in a mounted position, the coupling element 14 having an end-side coupling hinge 32, by means of which it can be connected in an articulated manner to the fastening bodies 12 and 13 according to fig. 1. The coupling joint 32 is designed with a hinge pin 36 and forms a ball joint mechanism, the hinge pin 36 being able to be fixedly connected, in particular screwed, to the coupling part 16 of the stationary body 12, 13.
As an important component, the coupling element 14 has a threaded shank 33, the threaded shank 33 having a first threaded region 34a and a second threaded region 34 b. The end element is screwed onto the threaded regions 34a, 34b, wherein it is particularly advantageous if the threaded regions 34a and 34b form a right-hand thread and a left-hand thread, respectively. If the end element 35 is fixed, the two threaded regions 34a, 34b can be screwed into the end element 35 by rotation of the threaded rod 33 in the direction of rotation. To fix the screwing depth, a locking nut 37 is used.
The distance between the hinge pins 36 can also be adjusted by the threaded regions 34a and 34b in the installed state of the stabilizer arrangement 1 between the cars 10, 11, so that only the union nut 37 together with the end element 35 has to be fastened to the threaded regions 34a, 34b in order to ensure the adjusted length of the coupling element 14.
As a result, a simple, cost-effective and robust design is achieved by the embodied embodiment of the stabilizer device 1 in order to damp and/or reduce rolling movements between the carriages 10, 11 of a rail vehicle or, for example, a road vehicle, in particular a bus.
The rotary hinge 17 can be designed to be very robust and without fluid dampers from which a damping effect has to be obtained. The damping part 18 is formed by a strong/robust spring element 19 which, when deformed, acts in a manner sufficient for energy dissipation, so that vibrations between the cars 10, 11 can be advantageously damped or eliminated by the stabilizer device 1.
The design of the invention is not limited to the preferred embodiments given above. Instead, a plurality of variants are conceivable, which can in principle also be used with different types of designs as shown. All the features and/or advantages which are derived from the claims, the description or the drawings, together with details of construction or spatial arrangement, can be essential for the invention both in themselves and in various combinations. For example, the flange 15 can also be formed integrally or designed as a profile on the end face of the vehicle body 10, 11, in or on which the swivel joint 17 is received.
Claims (16)
1. A stabilizer device (1) for arrangement between a first car (10) and a second car (11) of a vehicle, in particular for an anti-roll stabilizer arranged in the roof region between the cars (10, 11) of a rail vehicle, having a first fixing body (12) for arrangement on the first car (11) and a second fixing body (13) for arrangement on the second car (10), and having a coupling element (14) with which the two fixing bodies (12, 13) are coupled to one another,
it is characterized in that the preparation method is characterized in that,
the fastening body (12, 13) has a flange (15) for arrangement on the vehicle body (10, 11) and a coupling (16) for receiving the coupling element (14), wherein the flange (15) and the coupling (16) are connected to each other by means of a swivel joint (17).
2. A stabilizer device (1) according to claim 1, characterized in that the turning hinge (17) has a damping part (18).
3. A stabilizer device (1) according to claim 2, characterized in that the damping means (18) comprises at least one elastic element (19).
4. A stabilizer device (1) according to claim 3, characterized in that the elastic element (19) comprises a rubber material and/or a green body and/or an elastomer.
5. A stabilizer device (1) as claimed in any one of the preceding claims, characterized in that the swivel hinge (17) has a hinge axis (20) which runs transversely to the course of the longitudinal axis (21) of the coupling element (14).
6. A stabilizer device (1) according to any one of the preceding claims, characterized in that the coupling element (14) is movably connected to the respective coupling section (16) of the stationary body (12, 13) by means of a coupling hinge (32).
7. A stabilizer device (1) according to claim 6, characterized in that the coupling hinge (32) has a ball-and-socket mechanism.
8. A stabilizer device (1) according to any one of the preceding claims, characterized in that the coupling element (14) is designed to be length-adjustable.
9. The stabilizer device (1) according to claim 8, characterized in that the coupling element (14) has a threaded rod (33), wherein the threaded rod (33) comprises a first threaded region (34a) with left-hand threads and an opposite second threaded region (34b) with right-hand threads, onto which threaded region an end element (35) of the coupling element (14) is screwed.
10. A stabilizer device (1) according to any one of the preceding claims, characterized in that the swivel hinge (17) has a sleeve body (22) and a shaft body (23), wherein an elastic element (19) forming a damping means (18) is arranged between the sleeve body (22) and the shaft body (23).
11. A stabilizer device (1) according to claim 10, characterized in that the sleeve body (22) is fixedly received in the coupling portion (16) and the shaft body (23) is fixedly received in the flange portion (15).
12. A stabilizer device (1) according to claim 10 or 11, characterized in that a rotation limiter (24) is provided between the sleeve body (22) and the shaft body (23) such that the articulated rotational movement of the coupling portion (16) relative to the flange portion (15) is limited to a predefinable angular range.
13. A stabilizer device (1) according to claim 12, characterized in that the rotation limiter (24) has at least one projection (25) which is designed on the sleeve body (22) and points inward in the direction of the shaft body (23), which projection projects into at least one recess (26) provided in the shaft body (23), wherein the recess (26) is wider in the circumferential direction than the width of the projection (25).
14. A stabilizer device (1) according to any one of the preceding claims, characterized in that the flange part (15) is fork-shaped and receives a shaft body (23) along a hinge axis (20) between two fork leg parts (15a, 15b) of the flange part (15).
15. A stabilizer device (1) according to claim 14, characterized in that the fork leg sections (15a, 15b) have a receiving opening (27) of non-circular design for receiving the shaft body (23), into which receiving opening a receiving peg (28) formed on the shaft body (23) is inserted, which receiving peg is designed to complement the receiving opening (27) of non-circular design, so that the shaft body (23) is prevented from rotating about the hinge axis (20).
16. A stabilizer device (1) according to any one of claims 10 to 15, characterized in that the at least one elastic element (19) is vulcanized on at least one circumferential section in a surrounding gap between the sleeve body (22) and the shaft body (23).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE202018105298.5U DE202018105298U1 (en) | 2018-09-17 | 2018-09-17 | Stabilizer device for rail vehicles, in particular roll stabilizers |
| DE202018105298.5 | 2018-09-17 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN110901680A true CN110901680A (en) | 2020-03-24 |
| CN110901680B CN110901680B (en) | 2021-11-02 |
Family
ID=64745319
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910870220.2A Active CN110901680B (en) | 2018-09-17 | 2019-09-16 | Stabilizer device, in particular anti-roll stabilizer, for a rail vehicle |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP3623251B1 (en) |
| CN (1) | CN110901680B (en) |
| DE (1) | DE202018105298U1 (en) |
| ES (1) | ES2963302T3 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102019109611A1 (en) * | 2019-04-11 | 2020-10-15 | Bombardier Transportation Gmbh | JOINT DEVICE FOR AN ARTICULATED VEHICLE AND ARTICULATED VEHICLE |
| CN110435705B (en) * | 2019-08-14 | 2020-12-01 | 株洲中车特种装备科技有限公司 | Single-shaft sightseeing train hinging system |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| US1740357A (en) * | 1928-07-24 | 1929-12-17 | Gen Electric | Restraining device |
| DE693928C (en) * | 1938-03-23 | 1940-07-22 | Christoph & Unmack Akt Ges | Device to improve the stability of roofed wagons |
| ES2543682T3 (en) | 2013-02-09 | 2015-08-21 | HÜBNER GmbH & Co. KG | Device arranged in the roof sector of two articulated vehicle components articulated for the limitation of the relative pitching movement of the vehicle components with each other |
| CN107458413A (en) * | 2016-06-02 | 2017-12-12 | 株洲时代新材料科技股份有限公司 | Freely be articulated and connected method and articulated system between a kind of low floor vehicle car body |
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2018
- 2018-09-17 DE DE202018105298.5U patent/DE202018105298U1/en active Active
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2019
- 2019-08-28 EP EP19193998.2A patent/EP3623251B1/en active Active
- 2019-08-28 ES ES19193998T patent/ES2963302T3/en active Active
- 2019-09-16 CN CN201910870220.2A patent/CN110901680B/en active Active
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|---|---|---|---|---|
| GB247788A (en) * | 1925-04-04 | 1926-02-25 | Walter Carman White | Improvements in and relating to train pipe couplings |
| NL39938C (en) * | 1934-05-09 | 1937-01-15 | DEVICE FOR DAMPING THE SLINGING MOVEMENTS OF VEHICLES MOVING ON RAILS | |
| FR2290336A1 (en) * | 1974-11-11 | 1976-06-04 | Mini Verkehrswesen | Connecting piece for railway drawgear - have heads with retainers and stops on ends of coupling bar |
| EP0551824A1 (en) * | 1992-01-17 | 1993-07-21 | Duewag Aktiengesellschaft | Car unit, especially for the transport of goods |
| CN2189574Y (en) * | 1994-03-08 | 1995-02-15 | 于修贵 | Combined rigid linklever for mining car |
| CN201296258Y (en) * | 2008-07-29 | 2009-08-26 | 溧阳市振大铁路设备有限公司 | Anti-side-rolling torsion bar device for trains in MU train group |
| CN101612943A (en) * | 2009-06-30 | 2009-12-30 | 中国北车集团大连机车研究所有限公司 | Hinging mechanism for multi-section connection of urban low-floor rail vehicle |
| CN201538329U (en) * | 2009-06-30 | 2010-08-04 | 中国北车集团大连机车研究所有限公司 | Free articulated device for articulation of urban low-floor railway vehicles |
| CN201721457U (en) * | 2010-07-14 | 2011-01-26 | 青岛华轩交通装备科技有限公司 | Light rail traction universal control hinging mechanism |
| CN105270118A (en) * | 2014-07-22 | 2016-01-27 | 曼卡车和巴士股份公司 | Vehicle joint for an articulated vehicle with damping device |
| CN203995516U (en) * | 2014-08-18 | 2014-12-10 | 东风汽车公司 | A kind of length-adjustable hard draw gear |
| CN205601858U (en) * | 2016-05-19 | 2016-09-28 | 虎伯拉铰接系统（上海）有限公司 | Rail car and free hinge system thereof |
Also Published As
| Publication number | Publication date |
|---|---|
| CN110901680B (en) | 2021-11-02 |
| EP3623251A1 (en) | 2020-03-18 |
| EP3623251C0 (en) | 2023-09-27 |
| ES2963302T3 (en) | 2024-03-26 |
| DE202018105298U1 (en) | 2018-12-07 |
| EP3623251B1 (en) | 2023-09-27 |
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